Boarding bridge with minute approaching device and shock absorbing part and operation method thereof

ABSTRACT

The present invention relates to a boarding bridge with a minute approaching device and a shock absorbing part and an operation method thereof. The boarding bridge comprises a rotunda; a tunnel which contractably extends from the rotunda and forms a passage; a cab which is rotatbly coupled to the tunnel and connects the tunnel and aircraft; a main moving device which moves the cab by contraction and extension of the tunnel from a standby location of the cab and an adjacent location of the aircraft; and a minute approaching device which is provided in an end part of the cab and minutely moves the end part of the cab from the adjacent location to a contact location of the aircraft while the contraction and extension of the tunnel stops. Accordingly, the boarding bridge with the minute approaching device and the shock absorbing part and an operation method thereof according to the present invention enables an operator to operate the boarding bridge more comfortably, prevents damage to the boarding bridge or a fuselage, absorbs more shock and reduces or prevents a space between the boarding bridge and the fuselage when the boarding bridge moves upwards or downwards.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority from Korean Patent Application No.2009-114677, filed on Nov. 11, 2009, in the Korean Intellectual PropertyOffice, the disclosure of which is incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

Apparatuses and methods consistent with the present invention relate toa boarding bridge with a minute approaching device and a shock absorbingpart and an operation method thereof, and more particularly, to aboarding bridge with a minute approaching device and a shock absorbingpart and an operation method thereof which improves an aircraftcontacting device or a shock-absorbing device.

2. Description of the Related Art

Generally, a boarding bridge is installed to connect an airport buildingand aircraft to enable passengers to get on and off aircraft safely andconveniently without being affected by external environment such asweather conditions. Recently, airport buildings have been incorporatedwith modern and high technology, and aircraft have been upsized. Thus,the distance between aircraft and airport buildings becomes far fromeach other. The boarding bridge has a configuration that contacts,extends and moves depending on the size and location of a gate locatedin a fuselage.

The boarding bridge includes a tunnel which forms a passage therein forpassengers to move and has a plurality of partitioned paths thatslidably moves to adjust a length thereof; a rotunda which functions asa rotational shaft or a pillar to enable the tunnel to rotate accordingto a location of aircraft; a lift column and a wheel drive which movethe tunnel upwards and downwards or extends or reduces the tunneldepending on a size of aircraft and a location of a gate; and a cabwhich rotates with regard to the tunnel and contacts aircraft to form apassage between the tunnel and the aircraft. A canopy seals the cab andthe fuselage not to be affected by external air. A shock absorbingdevice directly contacts the fuselage and absorbs shock arising from theaircraft or the cab, and fills up a gap between the boarding bridge andthe aircraft, thereby allowing passengers or cargo to move more safely.

To that end, it would be more preferable for the boarding bridge toapproach the fuselage more softly and give less shock to such expensiveaircraft. Even if small shock arises, it would be preferable to reducethe shock and absorb more shock. Further, it would be preferable tomaintain a consistent space between an end of the boarding bridge andthe fuselage when the boarding bridge moves upwards or downwards.

SUMMARY OF THE INVENTION

Accordingly, it is an aspect of the present invention to provide aboarding bridge with a minute approaching device and a shock absorbingpart and an operation method thereof which reduces shock arising from acontact of a fuselage by the boarding bridge and reduces or prevents aspace when moving upwards or downward.

Also, it is another aspect of the present invention to provide aboarding bridge and an operation method thereof which includes a minuteapproaching device, a shock-absorbing part and a space prevention deviceto operate the boarding bridge more comfortably.

Further, it is another aspect of the present invention to provide aboarding bridge and an operation method thereof which includes a minuteapproaching device, a shock-absorbing part and a space prevention deviceto minimize damage to the boarding bridge and a fuselage.

Further, it is another aspect of the present invention to provide aboarding bridge and an operation method thereof which includes a minuteapproaching device, a shock absorbing part and a space prevention deviceto absorb more shock and efficiently absorb momentary shock.

Additional aspects and/or advantages of the present invention will beset forth in part in the description which follows and, in part, will beobvious from the description, or may be learned by practice of thepresent invention.

The foregoing and/or other aspects of the present invention are alsoachieved by providing a boarding bridge comprising a rotunda; a tunnelwhich contractably extends from the rotunda and forms a passage; a cabwhich is rotatbly coupled to the tunnel and connects the tunnel andaircraft; a main moving device which moves the cab by contraction andextension of the tunnel from a standby location of the cab and anadjacent location of the aircraft; and a minute approaching device whichis provided in an end part of the cab and minutely moves the end part ofthe cab from the adjacent location to a contact location of the aircraftwhile the contraction and extension of the tunnel stops.

According to an aspect of the invention, the main moving devicecomprises a wheel drive which is provided in a lower part of a liftcolumn coupled to the tunnel and moving the tunnel upwards or downwards;and the minute approaching device comprises a fixed floor provided in alower part of the cab toward the tunnel and a moving floor coupled in adirection facing the tunnel to move with regard to the fixed floor, andthe minute approaching device moves the moving floor with regard to thefixed floor.

According to another aspect of the invention, the minute approachingdevice comprises a minute drive whose first side is fixed to the fixedfloor and a second side is fixed to the moving floor to supply a forcemoving the moving floor; and a minute moving guide which guides themoving floor while the moving floor is moved by the minute drive.

According to another aspect of the invention, the boarding bridgefurther comprises a canopy clamp which is provided in a first side ofthe minute approaching device and coupled to a canopy that seals the caband the fuselage to move along a movement of the minute approachingdevice.

According to another aspect of the invention, the minute approachingdevice further comprises a shock absorbing member which prevents atransmission of shock arising from one of the boarding bridge and theaircraft to the other one of the boarding bridge and the aircraft, andthe shock absorbing part comprises a main shock absorbing member whichcontacts the aircraft and absorbs shock, and an auxiliary shockabsorbing member which is provided between the main shock absorbingmember and the minute approaching device and absorbs shock.

According to another aspect of the invention, the auxiliary shockabsorbing member comprises an auxiliary spring which is coupled to themain shock absorbing member and absorbs shock, and a shock absorberguiding member which guides the main shock absorbing member and theauxiliary spring during a process of absorbing shock by the auxiliaryspring.

The foregoing and/or other aspects of the present invention are alsoachieved by providing a boarding bridge, comprising a rotunda; a tunnelwhich contractably extends from the rotunda and forms a passage; a cabwhich is rotatbly coupled to the tunnel and connects the tunnel and afuselage; a shock absorbing part which is provided not to transmit ashock arising from one of the cab and the fuselage to the other one ofthe cab and the fuselage; and the shock absorbing part comprising a mainshock absorbing member contacting the fuselage and absorbing shock, andan auxiliary shock absorbing member provided between the main shockabsorbing member and the cab and absorbing shock.

According to another aspect of the invention, the boarding bridgefurther comprises a main moving device which moves the cab bycontraction and extension of the tunnel from a standby location of thecap to an adjacent location of the fuselage; and a minute approachingdevice which minutely moves the cab from the adjacent location to acontact location of the fuselage while the contraction and extension ofthe tunnel stops.

The foregoing and/or other aspects of the present invention are alsoachieved by providing an operation method of a boarding bridge, themethod comprising moving a cab by a main moving device of the boardingbridge from a standby location of the cab to an adjacent location of afuselage by contraction and extension of the tunnel, wherein theboarding bridge comprises a rotunda, a tunnel contractably extendingfrom the rotunda and forming a passage and the cab ratably coupled tothe tunnel and connecting the tunnel and the fuselage; and moving thecab minutely by a minute approaching device from the adjacent locationto a contact location of the fuselage while the contraction andextension of the tunnel stops.

According to another aspect of the invention, the method furthercomprises absorbing a shock by a main shock absorbing member whichcontacts the fuselage and prevents a transmission of a shock arisingfrom one of the cab and the fuselage to the other one of the cab and thefuselage, and an auxiliary shock absorbing member which is providedbetween the main shock absorbing member and the minute approachingdevice and absorbs shock.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and/or other aspects of the present invention will becomeapparent and more readily appreciated from the following description ofthe embodiments, taken in conjunction with the accompanying drawings ofwhich:

FIG. 1 is a lateral view of a boarding bridge according to an exemplaryembodiment of the present invention;

FIG. 2 is an extended lateral view of a cab in FIG. 1;

FIG. 3 is a plan view of a floor of the cab;

FIG. 4 is a lateral sectional view of the floor taken along line A-A′ inFIG. 3;

FIG. 5 is a plan view of a minute approaching device;

FIG. 6 is a lateral sectional view of a shock absorbing part;

FIGS. 7 and 8 are lateral views which illustrate an operation process ofthe boarding bridge according to the present invention; and

FIG. 9 is a block diagram of the boarding bridge.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENT

Hereinafter, exemplary embodiments of the present invention will bedescribed with reference to accompanying drawings, wherein like numeralsrefer to like elements and repetitive descriptions will be avoided asnecessary.

Hereinafter, a boarding bridge and an operation method thereof whichincludes a minute approaching device and a shock absorbing partaccording to the present invention will be described with reference toFIGS. 1 to 9.

FIG. 1 is a lateral view of a boarding bridge according to an exemplaryembodiment of the present invention. FIG. 2 is an extended lateral viewof a cab in FIG. 1. FIG. 3 is a plan view of a floor of the cab. FIG. 4is a lateral sectional view of the floor taken along line A-A′ in FIG.3. FIG. 5 is a plan view of a minute approaching device. FIG. 6 is alateral sectional view of a shock absorbing part. FIGS. 7 and 8 arelateral views which illustrate an operation process of the boardingbridge according to the present invention. FIG. 9 is a block diagram ofthe boarding bridge.

A boarding bridge 100 according to the present invention includes arotunda 110, a tunnel 120, a cab 140 and a minute approaching device 210to form a passage between an airport building and aircraft to therebyenable passengers to get on the aircraft or a cargo to be loadedthereinto regardless of external weather conditions. The boarding bridge100 further includes a shock absorbing part 230.

As shown in FIGS. 1, 7 and 8, the rotunda 110 supports the tunnel 120,and acts as a rotational shaft when the tunnel 120 rotates and acts as asupporting pillar when the tunnel 120 contracts and extends. The rotunda110 may be extended and installed at an airport building or installed inan end part of a fixed tunnel 123 connected to the airport building asin FIG. 1.

The tunnel 120 forms a passage through which passengers move. The tunnel120 includes the fixed tunnel 123 and contracting and extending tunnels125 a and 125 b. Hereinafter, the tunnel has a reference numeral 120without being classified particularly. The contracting and extendingtunnel 120 may change its length, direction and height. The tunnel 120may include therein various equipment such as an air-conditioning andheating equipment for passengers' convenience. The tunnel 120 may moveuntil an adjacent location as shown in FIG. 2.

A lift column 130 is coupled to the tunnel 120 and moves the tunnel 120upwards and downwards to adjust a height of the tunnel 120. That is, thelift column 130 adjusts the height of the tunnel 120 so that a bottom ofthe cab 140 corresponds to a height of a gate provided in a body theaircraft in various sizes and heights.

A wheel drive 133 which is attached to a lower part of the lift column130 supplies a driving force to the tunnel 120 if a direction or alength of the tunnel 120 is changed. The length of the tunnel 120 may bechanged by wire, chair or other various means as necessary. Thereference numeral 137 refers to a service land and a stair which act asa passage to move from the outside of the tunnel 120 to the insidethereof. According to the present exemplary embodiment, a major movingdevice which moves the boarding bridge 100 to a standby location and theadjacent location includes the wheel drive 133.

A leveler 160 detects a height of aircraft and adjusts the height of thecab 140. If the height of the aircraft rises when the cab 140 contactsthe aircraft for passengers to get off the aircraft, the leveler 160detects the raised height of the aircraft and transmits the detectionresult to the controller 270. Then, the controller 270 controls the liftcolumn 130 to raise the height of the tunnel 120. Then, the bottom ofthe cab 140 rises and its height becomes equal to the height of the gateof the aircraft in height. Thus, passengers may safely move between theaircraft and the boarding bridge 100.

The canopy 170 seals the cab 140 and the aircraft so that the passage isnot affected by external air. The canopy 170 is shaped like a bellows.Since the canopy 170 is shaped like a bellows, it may absorb shock onits own. A contact part of the boarding bridge 100 and the aircraft isleft and right sides and an end of an upper side of the canopy 170. Inthe minute approaching device 210, the contact part of the boardingbridge 100 and the aircraft is the shock absorbing part 230 of the endpart.

A level maintaining device 180 is coupled to a lower part of the minuteapproaching device 210 and is supported by the fixed floor 145 tomaintain a level of a moving floor 221. The level maintaining device 180may include a mechanical lifting device unlike a pneumatic or hydrauliccylinder according to the exemplary embodiment.

The cab 140 is coupled to an end part of the tunnel 120 and forms apassage between the tunnel 120 and the aircraft. The cab 140 includesthe fixed floor 145 and the moving floor 221. The cab 140 furtherincludes a cab rotating drive 151 which supplies a rotational force tothe cab 140 rotating with regard to the tunnel 120. The cab 140 isprovided in an end part of the boarding bridge 100 and secures a fieldof vision, and includes an operation room (not shown) to operate theboarding bridge 100.

As shown in FIGS. 3 and 4, the fixed floor 145 includes a fixture whichhas a sufficient strength and forms a bottom of the passage in a lowerpart of the cab 140, and includes a moving floor panel 223 acting as afooting for passengers in an upper part thereof. A support 149 isprovided in a lower part of the fixed floor 145 to support the minuteapproaching device 210.

As shown in FIGS. 1 to 6, the minute approaching device 210 includes aminute moving part 220 and the shock absorbing part 230. As shown inFIG. 2, the minute approaching device 210 is provided in an end part ofthe cab 140, and moves the cab 140 from the adjacent location to acontact location of the aircraft after the cab 140 completes moving fromthe standby location to the adjacent location by the movement of thetunnel 120.

The minute moving part 220 is provided in a lower end part of the cab140, and is supported by the fixed floor 145. The minute moving part 220includes the moving floor 221 which has a sufficient strength forpassengers to move, the minute drive 225 and a minute moving guide 227.

The moving floor panel 223 is formed in an upper part of the movingfloor 221 to act as a footing. As shown in FIG. 4, the moving floorpanel 223 partly overlaps the fixed floor panel 147. Even if the minuteapproaching device 210 moves and the moving floor panel 223 moves alittle, the fixed floor panel 147 overlaps the moving floor panel 223and forms a bottom.

The minute approaching device 210 is moved by the minute drive 225 andthe minute moving guide 227. A first side of the minute drive 225 issupported by the fixed floor 145 and a second side thereof is coupledwith the moving floor 221 and supplies a driving force to move themoving floor 221. The minute drive 225 according to the presentexemplary embodiment includes a power cylinder, but not limited thereto.Alternatively, the minute drive 225 may include a pneumatic or hydrauliccylinder, or other mechanism such as a rack and pinion having a motor.The minute moving guide 227 guides a movement of the minute approachingdevice 210. The minute moving guide 227 according to the presentexemplary embodiment includes a bush 227 a which is coupled to the fixedfloor 145, and a guiding shaft 227 a which is coupled to the inside ofopposite bushes 227 a and coupled to the moving floor 221 to slidablymove. If the minute drive 225 applies a force to the moving floor 221,the guiding shaft 227 a which is coupled to the moving floor 221 isguided by two bushes 227 a of the fixed floor 145, and the moving floor221 may move toward the body of the aircraft distant from the tunnel120. The minute moving guide 227 may include a general bush, an LM guideand a rack and a pinion other than the guiding shaft 227 a and the ballbush 227 a.

The minute approaching device 210 further includes a canopy clamp 224 awhich is provided in a lateral side thereof and is coupled to the canopy170 moving along a canopy rail 224 a of the fixed floor 145. The canopy170 may move along with the movement of the minute approaching device210.

The shock absorbing part 230 is coupled to an end part of the minuteapproaching device 210 to absorb shock arising from the boarding bridge100 or the aircraft and prevents transmission of the shock to theboarding bridge 100 or the aircraft. The shock absorbing part 230contacts the aircraft and thus includes a material such as rubber not todamage the fuselage. The shock absorbing part 230 includes a main shockabsorbing member 233 which is provided in the end part of the minuteapproaching device 210, and an auxiliary shock absorbing member 235which is coupled to the minute moving part 220 and moves the main shockabsorbing member 233. The main shock absorbing member 233 is shaped likea cylinder which is hollow inside. A section of the cylinder is deformedby a pressure of the minute drive 225 when contacting the fuselage. Ifthe main shock absorbing member 233 is deformed too severely, a minutemoving sensor 229 which is provided in the cylinder detects thedeformation. Then, the controller 270 controls the minute drive 225 notto press the minute moving part 220. As shown in FIG. 6, a first side ofthe auxiliary shock absorbing member 235 is coupled to the fixed floor145 and a second side thereof is coupled to the main shock absorbingmember 233 to absorb a shock of the main shock absorbing member 233. Theauxiliary shock absorbing member 235 includes an auxiliary spring 237which absorbs shock, and a shock absorber guiding member 239 whichguides a movement of the main shock absorbing member 233 according tocontraction and extension of the auxiliary spring 237. The auxiliaryspring 237 is coupled to a shock absorbing supporting member 241 whichis shaped like an alphabet L and is supported by the fixed floor 145.The shock absorber guiding member 239 is shaped like a roller which iscoupled to a shock absorbing member fixing member 243 provided betweenthe auxiliary spring 237 and the main shock absorbing member 233 andmoves along the shock absorbing supporting member 241.

In the conventional art, if the tunnel 120 moves, the lift column 130,the wheel drive 133 and the cab 140 move all and the end part of the cab140 contacts the aircraft. That is, a weight of elements which are movedby the contact of the boarding bridge 100 and the aircraft is heavy.According to the present invention, however, a weight of elements whichare moved by a contact of the aircraft is significantly lighter thanthat in the conventional art since only the minute approaching device210 and the canopy 170 move. Thus, the shock which arises from thecontact of the aircraft and the boarding bridge 100 is reduced inproportion to moved elements. Thus, the shock which arises from thecontact of the aircraft and the boarding bridge 100 may sharply bereduced.

The shock may also arise when passengers pass the tunnel 120 and the cab140 or move inside the aircraft not only when the boarding bridge 100contacts the aircraft. According to the present invention, the shockabsorbing part 230 includes a plurality of shock absorber members 233and 235 and significantly reduces the shock arising from the movement ofpassengers. That is, the shock-absorbing part 230 may absorb shockarising from the main shock absorbing member 233 and the auxiliary shockabsorbing member 235 to thereby increase the shock absorbing volume.Particularly, the shock absorbing part 230 has configuration whichefficiently responds to a heavy shock which arises momentarily from along distance.

Thus, damage to the boarding bridge 100 or to the aircraft during thecontact thereof may be prevented and an operator may operate theboarding bridge 100 more comfortably. Also, a safety accident may beprevented by a more comfortable and safe operation. Since the damage isprevented, the lifespan of the boarding bridge 100 may be extended.Passengers may move comfortably and stably. As the shock absorbing part230 has a double shock absorbing configuration, a space which is causedby a round body of the aircraft when the aircraft moves upwards ordownwards may be prevented or reduced. Since the boarding bridge 100 isclosely adhered to the aircraft, passengers may feel secure. That is, inthe conventional art, when the aircraft moves upwards or downwards whilethe boarding bridge 100 contacts the aircraft, a space between theboarding bridge 100 and the aircraft becomes larger due to a round bodyof the aircraft, and passengers may miss their step due to the space.According to the present invention, however, such concern may beprevented.

With the foregoing configuration, an operation process of the boardingbridge 100 according to the present invention will be described withreference to FIGS. 2, 7, 8 and 9.

The boarding bridge 100 is moved from the standby location as shown inFIG. 7 to the adjacent location as shown in FIG. 8. That is, an operatorof the boarding bridge 100 or the controller 270 operates or controlsthe wheel drive 133 to move the cab 140 from the standby location to theadjacent location which is a location adjacent to the aircraft (e.g.,approximately 200 mm distant from the aircraft). During the process, thecontroller 270 may control the wheel drive 133 or the lift column 130,which drives a length, a direction and a height of the tunnel 120, basedon information transmitted from a sensor detecting the length of thetunnel 20, a sensor detecting the direction of the tunnel 120, a sensordetecting the height of the tunnel 120 and a sensor detecting a rotationangle of the cab 140.

As shown in FIGS. 2, 8 and 9, an operator of the boarding bridge 100 orthe controller 270 controls the minute approaching device 210 to move apart of the cab 140 from the adjacent location to the contact location.During this process, the fixed floor 145 of the cab 140 does not move,and only the moving floor 221 moves. That is, a pressure is applied bythe minute drive 225, the moving floor 221 is guided by the minutemoving guide 227 and becomes distant from the tunnel 120. Then, themoving floor 221 which is provided in the lower part of the fixed floorpanel 147 moves, and the main shock absorbing member 233 contacts thefuselage and is pressed by the minute drive 225. Then, the main shockabsorbing member 233 which is shaped like a hollow cylinder is deformed.If the minute moving sensor 229 detects a predetermined pressure on themain shock absorbing member 233 and transmits the detection result tothe controller 270, the controller 270 controls the minute drive 225 notto press the main shock absorbing member 233. If the minute moving part220 moves, the canopy clamp 224 a attached to the minute moving part 220also moves. The canopy 170 then moves along the canopy rail 224 a of thefixed floor 145. If the minute moving part 220 contacts the aircraft,the bellows of the canopy 170 unfolds and seals the cab 140 and theaircraft. If the leveler 160 detects rise or fall of the height of thegate in the aircraft, the controller 270 controls the lift column 130 toadjust the height of the tunnel 120 based on the detection signal. Thelevel of the minute moving part 220 is controlled by the levelmaintaining device 180. The reference numeral 250 refers to a sensor andthe reference numeral 260 refers to a driver.

According to the present invention, a minute approaching device, insteadof a tunnel, moves when the boarding bridge contacts the fuselage tothereby sharply reduce the weight of moved elements and reduce shock.

Also, the boarding bridge may be operated more comfortably since theweight of moved elements is lighter when the boarding bridge contactsthe aircraft.

Further, as the weight of moved elements is lighter at the time ofcontact of the boarding bridge, damage to the boarding bridge or thefuselage which may arise during the contact process may be minimized.

Further, as the weight of moved elements is lighter at the time ofcontact of the boarding bridge, safety accident may be prevented.

Further, a plurality of shock absorbing parts may absorb more shock andefficiently absorb momentary shock.

Further, the shock absorbing part may prevent or reduce a space betweenthe aircraft and the boarding bridge even if the aircraft in round shapemoves upwards or downwards. Thus, passengers may feel comfortable whenboarding the aircraft.

Although a few exemplary embodiments of the present invention have beenshown and described, it will be appreciated by those skilled in the artthat changes may be made in these exemplary embodiments withoutdeparting from the principles and spirit of the invention, the scope ofwhich is defined in the appended claims and their equivalents.

1. A boarding bridge, comprising: a rotunda; a tunnel which contractablyextends from the rotunda and forms a passage; a cab which is rotatblycoupled to the tunnel and connects the tunnel and aircraft; a mainmoving device which moves the cab by contraction and extension of thetunnel from a standby location which the cab stands by to an adjacentlocation which the cap is adjacent of the aircraft; and a minuteapproaching device which is provided in an end part of the cab andminutely moves the end part of the cab from the adjacent location to acontact location of the aircraft while the contraction and extension ofthe tunnel stops.
 2. The boarding bridge according to claim 1, whereinthe main moving device comprises a wheel drive which is provided in alower part of a lift column coupled to the tunnel and moving the tunnelupwards or downwards; and the minute approaching device comprises afixed floor provided in a lower part of the cab toward the tunnel and amoving floor coupled in a direction facing the tunnel to move withregard to the fixed floor, and the minute approaching device moves themoving floor with regard to the fixed floor.
 3. The boarding bridgeaccording to claim 2, wherein the minute approaching device comprises aminute drive whose first side is fixed to the fixed floor and a secondside is fixed to the moving floor to supply a force moving the movingfloor; and a minute moving guide which guides the moving floor while themoving floor is moved by the minute drive.
 4. The boarding bridgeaccording to claim 1, further comprising a canopy clamp which isprovided in a first side of the minute approaching device and coupled toa canopy that seals between the cab and a fuselage to move along amovement of the minute approaching device.
 5. The boarding bridgeaccording to claim 1, wherein the minute approaching device furthercomprises a shock absorbing member which prevents a transmission ofshock arising from one of the boarding bridge and the aircraft to theother one of the boarding bridge and the aircraft, and the shockabsorbing part comprises a main shock absorbing member which contactsthe aircraft and absorbs shock, and an auxiliary shock absorbing memberwhich is provided between the main shock absorbing member and the minuteapproaching device and absorbs shock.
 6. The boarding bridge accordingto claim 5, wherein the auxiliary shock absorbing member comprises anauxiliary spring which is coupled to the main shock absorbing member andabsorbs shock, and a shock absorber guiding member which guides the mainshock absorbing member and the auxiliary spring during a process ofabsorbing shock by the auxiliary spring.
 7. The boarding bridgeaccording to claim 2, wherein the minute approaching device furthercomprises a shock absorbing member which prevents a transmission ofshock arising from one of the boarding bridge and the aircraft to theother one of the boarding bridge and the aircraft, and the shockabsorbing part comprises a main shock absorbing member which contactsthe aircraft and absorbs shock, and an auxiliary shock absorbing memberwhich is provided between the main shock absorbing member and the minuteapproaching device and absorbs shock.
 8. A boarding bridge, comprising:a rotunda; a tunnel which contractably extends from the rotunda andforms a passage; a cab which is rotatbly coupled to the tunnel andconnects the tunnel and a fuselage; a shock absorbing part which isprovided not to transmit a shock arising from one of the cab and thefuselage to the other one of the cab and the fuselage; and the shockabsorbing part comprising a main shock absorbing member contacting thefuselage and absorbing shock, and an auxiliary shock absorbing memberprovided between the main shock absorbing member and the cab andabsorbing shock.
 9. The boarding bridge according to claim 8, furthercomprising a main moving device which moves the cab by contraction andextension of the tunnel from a standby location which the cap stands byto an adjacent location which the cap is adjacent of the fuselage; and aminute approaching device which minutely moves the cab from the adjacentlocation to a contact location of the fuselage while the contraction andextension of the tunnel is stops.
 10. An operation method of a boardingbridge, the method comprising: moving a cab by a main moving device ofthe boarding bridge from a standby location of the cab to an adjacentlocation of a fuselage by contraction and extension of the tunnel,wherein the boarding bridge comprises a rotunda, a tunnel contractablyextending from the rotunda and forming a passage and the cab ratablycoupled to the tunnel and connecting the tunnel and the fuselage; andmoving the cab minutely by a minute approaching device from the adjacentlocation to a contact location of the fuselage while the contraction andextension of the tunnel stops.
 11. The method according to claim 10,further comprising absorbing a shock by a main shock absorbing memberwhich contacts the fuselage and prevents a transmission of a shockarising from one, of the cab and the fuselage to the other one of thecab and the fuselage, and an auxiliary shock absorbing member which isprovided between the main shock absorbing member and the minuteapproaching device and absorbs shock.